The Outlander is now an SUV class name within Mitsubishi, the way Lancer denotes sedans and wagons. Sporty cars equals Lancer, crossovers equals Outlander, goes the new Mitsu think. To make the Sport, Mitsubishi downsized, lightened up and restlyed the Outlander GT to offer this smaller, lighter, four-cylinder version of its leading sport-utility vehicle. The Outlander Sport shares the front half of its chassis with the larger Outlander GT, but very little other sheetmetal. The front and rear overhangs are shortened and curb weight drops by 400 pounds. Inside, all but the front seats and a few other trim pieces are new.

Power comes from an improved, lower-friction version of the Lancer's four-cylinder, 2.0-liter 4B11 engine making 148 hp and 143 lb-ft of torque. You get a choice of a five-speed manual or a “six-step” CVT for the front-wheel-drive ES model but CVT only on the AWD SE. But we shouldn't say AWD, we should say--“all-wheel control”--which is Mitsubishi's term for its drivetrain featuring a center differential distributing torque to the front and rear axles.

How's it drive?

We'd like to say we took two laps of Infineon Raceway in the Outlander Sport, and technically we did. But it was two laps on the highways that surround Infineon, not on the track itself. The first lap was in a FWD ES with a five-speed manual, which we liked the best. At 3,042 pounds, the car's curb weight moves around somewhat lightly, propelled by the 148-hp four. It wasn't screwed down for ultimate cornering, so it rolled predictably from side to side in the corners. But the FWD ES felt lighter than the AWD Outlander GT we had the week before and might appeal to those seeking a more responsive, slightly more stylish crossover than the bigger GT.

Next we did a lap in the SE with the CVT. Mitsubishi has done a better job than most of making the “steps” of the transmission feel like actual gears. “Downshifting” into corners, the Sport slowed down quickly, and we were able to hold engine speeds at about the level we wanted when going through a short twisty section of highway.

The electric power steering, chosen like the CVT to increase mileage, felt just a little heavy on center but wasn't bad overall.

Acoustic damping from the wheel wells to the cabin meant the ride was very quiet, a full two decibels lower than the GT. All the better to enjoy the 720-watt Rockford-Fosgate audio.

Being 14.6 inches shorter than the GT meant the Sport gave up some rear cargo area, along with the nifty fold-down tailgate and third-row seat of the GT, but there was still plenty of room in the first two rows and a good amount of cargo area behind the second seats, though Mitsubishi did not release actual cargo volumes during our drive.

Do I want it?

Mitsubishi sold only about 54,000 vehicles total last year in the United States, and it's always in the underdog position here, hampered by a lack of marketing dollars and poor showings in quality surveys. But the Sport will start at “well under” $19,000 when it goes on sale in October and will top out at about $26,000 fully loaded. That's Hyundai Tucson, Volkswagen Tiguan and Nissan Rogue or Juke territory. Or lots of other territory. There are many offerings in this segment. Mitsubishi says there are five entries in what it terms the lower crossover-utility segment, and there will be 12 by 2012. This one is stylish, a little tossable and fully functional. But so are so many others. So do you want it? You certainly want it on the list when you go shopping.

Mark Vaughn
- After slumming in Europe five years covering F1 etc. Mark Vaughn interviewed with Autoweek at the 1989 Frankfurt motor show has been with us ever since because no one else will take him. Anyone?
See more by this author»